Marine-derrick footing



c. L. ROBERTS MARINE DERRICK FOOTING Filed April 8, 1929 4 Sheets-Sheet July l, 1930. Q ROBERTS 1,769,858

MARINE DERRICK FOOTING Filed April 8, 1929 4 Sheets-Sheet 2 C. L. ROBERTS A MARINE DERRICK FooTING July l, 1930.

Filed April 8, 1929 4 Sheets-Sheet ANN `Fully 1, 1930.

C. L. ROBERTS MARINE DERRICK FOOTING Filed April 8, 1929 4 Sheets-Sheet 4 atented July 1, 1930 ji vE ATENT ve'HaRLns L. ROBERTS, or Los ANGELES, CALIFORNIA MARINE-BEREICH FOOTING Application led .April 8,

An object of this invention isrto disclose and provide a new wharf4 construction whichl may be readily erected and assembled Without the necessityv of using concrete or wooden piles.

Another object of this invention is to disclose and provi-de a dert-ick footing adapted to be erected in bodies of Water, such as for example, lakes, streams or the ocean.

Another object is to disclose and provi-de a marine derrick footing which may be easily constructed and which ell'ectively resists the various` strains and stresses imposed thereon, not only` by the weight of the derrick 'and' tools carried by or suspended therefrom, but also by the action of waves or other forces exerted by the element iu which the footing is positioned.

A further objectV is to disclose and provide a particular construction and arrangement of elements adapted to insure maximum strength while materiallyA reducing the Weight, thereby adapting the derrick footing to be built in bodies of-water at a minimum cost.

A still further object is to disclose and provide a particular construction and arrangement of elements whereby stresses and strains are distributed and absorbed most effectively.

It is often desirable to follow a geological formation, which indicates the presence of bodies .of oil, gas or other materials beneath the ground, out into bodies of water. For

instance, it has been found desirable to drill oil wells along the Pacific coast out in the ocean and away from the shore, as the main 1929. Serial No. 353,308.

oil bodies were apparently beneath the iioor of the coastal plain. Heretofore it has not been possible to erect derrick footings at any appreciable distance away from the shore, and methods of construction employed heretofore were unsatisfactory as the footings were incapable of resisting wave action or the force of the water during a storm.

Furthermore, the construction was incapable of supporting derriclis or strings 0f tools, tubing, etc., of any great length so that it has been impossible to drill Wells of any `appreciable depth at a distance from shore.

As has been stated hereinabove, one of the objects of this invention is to disclose and provide a method of construction and an arrangement and combination of elements which will result in a -derrick footing and an approach thereto from shore, which is capable of resisting wave action and the elements and at the same time capable'of supporting a del-rick and all of the tools, tubing, rods and casing which may be necessary to use in sinking a deep well.

In describing the invention reference will be had to the appended drawings, in which one preferred form'of construction is illustrated in some detail.

ln the appended drawings:

Fig. 1 is a side elevation, partly in Section, illustrating in a general manner the construction and arrangement of a wharf and derrick footing in position in a body of water. p

Fig. Q is a plan View, partly broken away, of the outer end of a wharf provided with, a derrick footing constructed in accordance with this invention.

Fig. 3 is a plan view of the derrick footing, the view being partly broken away so as to illustrate the construction of the footing above the wharf deck and on a level with said -whaif deck.

Fig. 4 is a plan View of the derrick footing, partly broken away, illustrating in more detail a method of construction whereby said derrick footing is tied together so as to distribute stresses and strains.

Fig. 5 is a vertical section of the derrick footing shown in Fig. 4, the section being taken along line 5-5 of Fig. 4.

Fig. 6 is a vertical section taken along the line 6-6 in Fig. 4.

Fig. 7 is a horizontal section taken through one of the dia onal connecting members at the point at w ich said member enters the caisson.

Fig. 8 is a vertical section taken through the connecting member shown in Fig. 7, the

section being taken along line 8-8 of Fig. 7 Fig. 9 is a sideelevation of the sectionl shown in Fig. 7.

Referring to the drawings, a wharf is preferably erected leading out into a body of water, as shown in Fig. 1, to such a distance as may be desirable or advisable.

The wharf is preferably constructed from H-beams 1 driven into the ocean or river bed 2 until said H-beams reach a substantiall solid bottom. It is to be understood that t e H-beams may be spliced together in a known manner so as to driven into the bed 2 for istances of twenty to seventy five feet. It has been found that H-beams 1 can be quickly driven and at the same time sustain enormous loads after they have been driven and made a part of a wharf dock or other marine' construction. It is not necessary to cap or incase the ends of the H- beams liwith concrete or other materials.

It has been found, for example, that an l eight inch H-beam can sustain a higher load en used as a pile, than a ten inch circular concrete or wooden pile. Furthermore, steel H-'beams are not subject to attack by the Toredo and other forms of marine growth which undermine and destroy piling, nor are they subject to the shattering and disintegration which concrete piles are subject to.

The vertically disposed and spaced H- beams 1 may be connected together at a suitable distance above high water level by means of metallic connecting members, such as the 'rths 3 which may be channel irons or angle irons bolted, riveted or welded to the ver# tically disposed H-beams 1. The H-beams 1 may also be connected by means of struts 4, said struts also preferably consisting of channels or angles olted, riveted or preferably welded to the H-beaxns.

The tops'o'the bents or H-beams l are preferabl lprovided with plates 5 (as shown 1n Fig. 3 and connected to each other by means of timber caps 6. These caps may then sup ort strin ers, the space between stringers ing soli ly bridged over so as to permit said stringers to solidly support a suitable flooring or wharf deck 7.

The derrick footing may comprise a plurality of concrete piers spaced from each other. As shown in the drawings, one form of marine derrick embodying this invention may comprise spaced concrete piers 8 arranged in the form of a square. The piers ermit them to be 12 and 13 are provided with end plates 16 attached thereto by means of angle irons in the customary manner. The members 10, 11,

'12 and 13 referably have their ends, bearing the end p ates 16, passed through the steel piling 9 and extending thereinto. It is to be understood that the concrete 8 is poured within the steel piling 9 after the members 10, 11, 12 and 13 have been embedded therein.

Centrally located between the piers 8, a caisson 17 is formed. Preferably, the caisson 17 is made b driving sheet steel piling 18 which is later llned with the concrete forming the major portion ofthe caisson 17. It is to be understood that the piers and the caisson extend downwardly into the bed 2 on the ocean bottom to a desired depth or to such depth as it is necessary to drive the segmental steel ilin 9 and 18 to reach a solld or desirable oun ation.

The caisson 17 is braced by and connected to the piers 8 b means of metallic members 19 and 20 and tlie like, embedded in the wall of the caisson 17 and attached to the members connecting adjoining piers.

namel members 19 and 20 are shown attachedy to the connecting members 10 and embedded in the caisson, but it is to be understood'that this number of con'e'cting mem` bers may be decreased or increased as may be desired.

The connecting members 19 and 20 are lpreferably formed of I-beams as shown in ig. 5, andattached to thexconnectin members 10, 11, 12 and 13 by means o an le iron clips 21 which may be bolted to t e transverse members 19 and 20 and to the I-beams 10, 11, 12 and 13, or welded into place. Preferably, the transverse members 19 and 2O are smaller than the connecting members 10,

11, 12 and 13. The ends of the members 19 and 20 embedded in the caisson 17 ma also be provided with end plates 22 so as to e ectively engage with and be held by the concrete of the caisson 17. Furthermore, the transverse members 19 and 20 may be provided with upper plates 23 and 24 connected thereto in any suitable manner, so as to expose a larger surface area for the derrick floor 25 which is supported by the tops of the piers 8', caisson 17, connecting members 10, 11, 12 and 13, and transverse members 19 and 20.

For purposes Y -of 1llustrat1on, two transverse members,

The derrick floor 25 may be held within a channel iron rim as shown at 26, and may be bolted or otherwise attachedy to the supporting members 10, 11, 12 and 13, and 19 and 20. An opening 27 may be formed inthe derrick floor 25 above the interior vof the caisson 17 so as to provide a means of ingress to the interior of the caisson.

Girders 28 may be placed across the top of the caisson 17 and be supported by said caisson, the girders 28 supporting caps 29 extending upwardly through the derrick iioor 25 for a few inches, the caps 29 being adapted to support the rotary draw-works or other drilling equipment used within the the derrick.

In addition to the members 19 and 20 which connect the caisson with members connecting adjoining piers, diagonal tie members 30 are preferably employed. These metallic diagonal members 30 are preferably I-beams positioned-below the derrick floor 25 and at a somewhat lower level than the members 10, 11, 12 and 13, and 19 and 20. The members 30 pass through the segmental piling 9, the ends of the members 30 being provided with plates 31 attached thereto and embedded in the concrete piers 8. The other end of the members 30 is also preferably provided with a plate 32 attached to the web of the member 30 in any suitable manner, as for example, by the use of angle irons 33 which are bolted, riveted or kwelded to the -beam 3() and to the plate 32. rlhe members 30 pass through the segmental sheet piling 18 and are embedded in the caisson 17 thereby providing a direct diagonal connection between the caisson and the piers.

By means of this construction, relative movement of the piers and caisson is substantially prevented, adjoining piers being tied together bymembers similar to the members 10, 11, 12 and 13, these connecting members being in turn attached to the caisson and the piers and caisson directly connected to each other by means of the member 30. A particularly rigid type of construction is thus obtained which is capable of withstanding the action of the elements to great advantage.

The diagonal members 30 are preferably connectedA together by means of a member encircling the caisson 17 and formed of segments such as the segments 34, 35, 36 and the like, each segment' being between adjoining diagonal members 30, as shown in Fig. 7. The segmental members 35 and 36 may be channel iron having a portion of the flange 37 cut away from the channel iron near its end, so as to permit the web -38 of the channel iron members to be bent outwardly and attached to the web of the diagonal connecting members 30 by means of rivets 39 or by welding.

rlhe segmental members, such as the members 34, 35 and 36 tightly encircle the caisson 17 and connect adjoining diagonal members 30, thereby strengthening the upper portion of the caisson 17 and assisting in distributing stresses imposed upon the caisson 17 to the` outer piers 8. y'The' diagonal members 30 may be provided with top plates 40 attached there-` to, said top plates 40 being 'of greater width than the`flanges of the I-bears 30 and adapted to support caping timbers 41 whichin turn carry the derrick floor 25.

A sub-floor 42 may be provided beneath the derrick floor and surrounding the caisson17., the sub-floor 42 being at a. slightly lower level than the wharf deck 7. The sub-floor may be supported upon segments 43 bolted to the sheet piling 9 covering the piers 8, and upon segments 44 bolted to the sheet piling 18 surrounding the caisson 17.

Preferably, the segments 44 are at a slightlyl lower level than the segments 43, thereby permitting the floor 42 to incline toward the caisson 17 from the piers 8. Capping members carried by the H-beams 1 and extending toward the caisson 17 may be tapered as indicated at 44a, so as to conform with the inclination of the sub-Hoor 42 as established by the difference in levels between the encircling segments 43 and 44. An aperture or conduit 45 may be provided in the wall of the caisson 17 leading from the sub-floor 42 into the interior of the caisson 1X7. This construction permits that drilling mud or fluid be discharged from the drilling floor 25 and returned to the cellar of the caisson 17, wherein it may be stored or temporarily held before it is recirculated during the drilling operation.

The opening between the segments 44 and the depressions in the sheet steel piling used as the outer form ofthe piers 8, and the caisson 17, may be caulked and blocked tight, as indicated at 48, so as to obviate any play in the segments or ldisplacement therefrom. Furthermore, Wherever stringers, caps or other members, such as for example, the caps 46 and stringers 47, are in line with the piers 8, openings are preferably burned through the steel sheet piles and the stringers and caps embedded in the concrete.

The derrick structure as indicated at 50 is preferably supported by the piers 8 while the caisson 17 sup pots the draw Works or other equipment. gpreading of the piers 8 is' effectively prevented by this construction and the loads carried by the derrick distributed most effectively. It is to be noted that the cellar or interior of the caisson 17 is free from girdersor struts and ample room provided therein for spudding in operations.

lt is to be understood that the piers 8 and caisson 17 may be made of reinforced concrete if desired and that the various diagonal and other connecting membersbe encased in concrete if this construction is preferred. Furthermore, the members 10, 11, 12, 13 and the like as well as members 19 and 20 and diagonal members 30 may be made ofi reinforced concrete having longitudinal reinforcing rods therein, so that a substantially monolithic construction is attained.

As has been mentioned heretofore any number of spaced piers 8 maybe employed around the caisson 17. Members such as the members 10, 11, 12 and 13 should preferably be employed to connect adjoining or alternate piers, but such members should not pass through the caisson 17. In order to further protect the caisson an outer wall or bulkhead, made from steel sheet piling for example, may be positioned exteriorly of the caisson and connecting the piers. The invention is not to be limited to the specific details of construction set forth in the drawings for illustration pur noses, but embraces all the changes and mo ifications coming within the scope of the appended claims.

I claim:

1. A marine derrick footing comprising a plurality of spaced steel encased piers, a centrally located concrete caisson, reinforced members connecting adjoining piers, members connecting said reinforced members with said caisson and terminating therein, reinforced members directly connecting said riers and caisson, said last named members 'eing at an angle of less than 90o with vsaid first named reinforced members.

2. A marine derrick footing comprising a plurality of spaced steel encased piers, a centrally located hollow concrete caisson, reinforced members connecting adjoining piers, members at Aright angles tosaid reinforced members connecting said last named members with said caisson and terminating therein, said piers and caisson and said last named members being at an angle of less than 90 with said first named reinforced members.

3. A marine derrick footing comprising a plurality of spaced steel encased piers, a centrally located hollow concrete caisson adapted to receive mud fluid, reinforced members connecting adjoining iers, members connecting said reinforcedj members with said caisson and terminating therein, reinforced plurality of spaced steel encased piers, a centrally located caisson, metallic members con' members directly connecting said piers and caisson, said last named members being at an angle of less than 90 with said first named reinforced members, a derrick structure supported. by said piers, and means for supporting drilling-tools supported by said caisson. 4. A marine derrick footing comprising a necting said piers, metallic members connecting said caisson and pier connecting members, and metallic members connecting said caisson and piers.

5. A marine derrick footing including a plurality of spaced steel encased concrete piers, a steel encased concrete caisson centrally located between said piers, metallic members connecting said piers and embedded therein, metallic members `connecting said caisson and pier connecting members, and metallic members connecting said caisson and piers and embedded therein.

6. A marine derrickfooting including a plurality of substantially vertical H-beams, a plurality of metallic girtlis connecting said H-beams, caps surmounting said H-beams and connecting the same, a Wharf deck surmounting the caps, a plurality of steel encased concrete piers extending above said wharf deck adapted to support the legs of a derrick, a steel encased concrete caisson centrally located between said piers and adapted to receive mud iiuid, I-beams connecting said piers and embedded therein, stopplates carried by the embedded ends of said I-beams, a flooring supported by said I-beams and by said caisson, metallic members connectingl said piers and caisson and embedded therein, the ends of said connecting members being provided with stop plates, and a segmental metallic member encircling said caisson and connecting said last named connecting members.

7. A marine derrick footing including a steel encased concrete caisson, a plurality of spaced steel encased piers surrounding said caisson'and adapted to support a derrick, members connecting said piers to each other, members connecting said last named members and said caisson, members directly connecting each of said piers to said caisson, a wharf surrounding said piers and caisson and attached thereto, and an inclined subfloor surrounding said caisson adapted to permit mud fluid and oil to drain toward and mto said caisson.

8. In a marine oil derrick for deep well sub-marine wells, a plurality of piers, an oil Well derrick positioned on said piers, a caisson disposed centrally of said derrick and cross connections between said piers and said caisson.

Signed at Los Angeles, Calif., this 26th day of March, 1929.

CHARLES L. ROBERTS.

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